Diesel oxidation deposit mitigation

Abstract

Automatically mitigating a buildup of particulate matter on a diesel oxidation catalyst (DOC) includes determining an occurrence of a start condition for implementation of a mitigation protocol to dissipate a buildup of particulate matter in a diesel-fueled system that includes a transport unit prime mover and a transport climate control system (TCCS), implementing the mitigation protocol that includes increasing prime mover exhaust gas temperature (EGT) to at least a threshold level, determining an occurrence of a termination condition for the mitigation protocol, and determining at least one process used for the implementing of the mitigation protocol.

Description

TECHNICAL FIELD

[0001] This disclosure relates generally to exhaust assemblies for a prime mover of a transport power system. More specifically, this disclosure relates to mitigating deposit formation and accumulation on a diesel oxidation catalyst of the exhaust assembly.BACKGROUND

[0002] A transport climate control system (TCCS) can include, for example, a transport refrigeration system (TRS) and / or a heating, ventilation and air conditioning (HVAC) system. A TRS is generally used to control an environmental condition (e.g., temperature, humidity, air quality, and the like) within a cargo space of a transport unit (e.g., a truck, a container (such as a container on a flat car, an intermodal container, etc.), a box car, a semi-tractor, a bus, or other similar transport unit). The TRS can maintain environmental condition(s) of the cargo space to maintain cargo (e.g., produce, frozen foods, pharmaceuticals, etc.). In some embodiments, the transport unit can include an HVAC system to control a climate within a passenger space of the vehicle.

[0003] A transport power system that includes a prime mover can be used to power the TCCS. The prime mover may generate exhaust that is directed to the exhaust assembly before being emitted into the environment. In some instances, the transport power system can be at least partially provided in a climate control unit (CCU) of the TCCS. In other instances, the transport power system can be a generator set (“genset”) independent from the TCCS that powers components of the TCCS. These gensets are typically attached directly to the transport unit or transport unit chassis and include a generator, the prime mover to power a generator, and a genset controller configured to control operation of the genset.SUMMARY

[0004] This disclosure relates generally to exhaust assemblies for a prime mover of a transport power system. More specifically, this disclosure relates to mitigating deposit formation and accumulation on a diesel oxidation catalyst (DOC) of the exhaust assembly.

[0005] The embodiments described here can prevent the formation and accumulation of deposits on a DOC. In particular, the embodiments described herein can mitigate formation and accumulation of deposits when a diesel prime mover (e.g., a common rail diesel engine) is operated for long durations with light shaft loads. Accordingly, the embodiments described herein can prevent the DOC from becoming plugged, thereby preventing the prime mover from choking off rendering the transport power system inoperable.

[0006] In some embodiments, the prime mover is a common rail diesel engine. Also, in some embodiments, the prime mover can be part of a fully diesel transport power system that solely uses the prime mover to power, for example, a transport climate control system. In other embodiments, the prime mover can be part of a hybrid transport power system that uses a combination of mechanical power from the prime mover and electric power from an electric power source (e.g., battery) to power, for example, the transport climate control system.

[0007] In some embodiments, deposits on the DOC can be mitigated with intermittent high exhaust gas temperature (EGT) to oxidize deposits and thereby clean the DOC.

[0008] In some embodiments, a compressor of a transport climate control system can be decoupled from the prime mover. One or more electric heat bars can then be turned on while simultaneously operating the transport climate control system in a cooling or heating mode to apply a high shaft load on the prime mover. This can cause the prime mover shaft load and the EGT to substantially increase to a critical temperature to activate the DOC and oxidize hydrocarbons and soot trapped on a substrate of the DOC. For example, in some embodiments, a compressor and one or more electric heater bars can be operated simultaneously at increased loads, relative to that which would normally be implemented to maintain temperature control, for periodic time intervals as a special DOC recovery mode. The target for such loads may change, as the target is intended to reach a sufficiently high EGT, which may change with ambient temperature. Thus, the target prime mover load may vary, e.g., in the range of 60-65% to reach an EGT of approximately 300° C., as an example maximum; and 45 to 50% to reach an EGT of approximately 250° C., as an example minimum. In some embodiments, the one or more electric heater bars can be proportionally energized in conjunction with the compressor load during a cooling mode operation. In some embodiments, the compressor can be operated proportionally energized in conjunction with the compressor load during a heating mode.

[0009] In one example embodiment, a method to automatically mitigate a buildup of particulate matter on a DOC includes: determining an occurrence of a start condition for implementation of a mitigation protocol to dissipate a buildup of particulate matter in a diesel-fueled system that includes a transport unit prime mover and a transport climate control system (TCCS), implementing the mitigation protocol that includes increasing prime mover exhaust gas temperature (EGT) to at least a threshold level, determining an occurrence of a termination condition for the mitigation protocol, and terminating at least one process used for the implementing of the mitigation protocol.

[0010] In another example embodiment a system for mitigating a buildup of particulate matter on a diesel aftertreatment system includes a system monitor that tracks activity for prime mover-activated components of a diesel-fueled system, which includes a transport unit prime mover and a TCCS; an EGT sensor that monitors exhaust gas temperature of the diesel-fueled system; and a controller configured to automatically mitigate buildup of particulate matter on a DOC based on input from at least one of the system monitor or the EGT sensor.

[0011] In accordance with at least one other example embodiment, a non-volatile computer-readable medium stores executable instructions that, when executed, cause a controller in a diesel-fueled system that includes a transport unit prime mover and a TCCS to perform operations that include determining an occurrence of a start condition for implementation of a mitigation protocol for dissipating a buildup of particulate matter on a DOC, implementing a mitigation protocol that includes increasing EGT to at least a threshold level; determining an occurrence of a termination condition for the mitigation protocol; and terminating at least one process used for the implementing of the mitigation protocol.BRIEF DESCRIPTION OF THE DRAWINGS

[0012] In the detailed description that follows, embodiments are described as illustrations only since various changes and modifications will become apparent to those skilled in the art from the following detailed description. The use of the same reference numbers in different figures indicates similar or identical items.

[0013] FIG. 1A is a side view of an example climate-controlled van for which diesel oxidation deposit mitigation may be implemented, in accordance with at least some of the non-limiting example embodiments described and recited herein.

[0014] FIG. 1B is a partial side view of an example of a climate-controlled straight truck for which diesel oxidation deposit mitigation may be implemented, in accordance with at least some of the non-limiting example embodiments described and recited herein.

[0015] FIG. 1C is a side prospective view of an example of a climate-controlled transport unit and a tractor for which diesel oxidation deposit mitigation may be implemented, in accordance with at least some of the non-limiting example embodiments described and recited herein.

[0016] FIG. 1D is a cross-sectional view of an example of a climate-controlled transport unit for which diesel oxidation deposit mitigation may be implemented, in accordance with at least some of the non-limiting example embodiments described and recited herein.

[0017] FIG. 1E is a front prospective view of an example of a climate-controlled vehicle for transporting passengers for which diesel oxidation deposit mitigation may be implemented, in accordance with at least some of the non-limiting example embodiments described and recited herein.

[0018] FIG. 2 shows a block diagram representing components of a system to implement diesel oxidation deposition mitigation, in accordance with at least one non-limiting example embodiment described and / or recited herein.

[0019] FIG. 3 shows a processing flow for implementation of diesel oxidation deposition mitigation, in accordance with at least one non-limiting example embodiment described and / or recited herein.

[0020] FIG. 4A shows a portion of an example processing flow of diesel oxidation deposition mitigation, in accordance with at least one non-limiting example embodiment described and / or recited herein.

[0021] FIG. 4B, further to the processing flow of FIG. 4A, shows a remaining portion of diesel oxidation deposition mitigation, in accordance with at least one non-limiting example embodiment described and / or recited herein.

[0022] FIG. 4C, further to the processing flow of FIG. 4A, shows a remaining portion of diesel oxidation deposition mitigation, in accordance with at least one non-limiting example embodiment described and / or recited herein.

[0023] FIG. 5 shows an illustrative computing embodiment, in which any of the processes and sub-processes of diesel oxidation deposit mitigation may be implemented as executable instructions stored on a non-volatile computer-readable medium.DETAILED DESCRIPTION

[0024] In the following detailed description, reference is made to the accompanying drawings, which form a part of the description. In the drawings, similar symbols typically identify similar components, unless context dictates otherwise. Furthermore, unless otherwise noted, the description of each successive drawing may reference features from one or more of the previous drawings to provide clearer context and a substantive explanation of the current example embodiment. Still, the example embodiments described in the detailed description, drawings, and claims are not intended to be limiting. Other embodiments may be utilized, and other changes may be made, without departing from the spirit or scope of the subject matter presented herein. It will be readily understood that the aspects of the present disclosure, as generally described and / or recited herein, as well as illustrated in the drawings, may be arranged, substituted, combined, separated, and designed in a wide variety of different configurations, all of which are explicitly contemplated herein.

[0025] Additionally, portions of the present disclosure may be described herein in terms of functional block components and various processing steps. It should be appreciated that such functional blocks may be realized by any number of hardware and / or software components configured to perform the specified functions.

[0026] In the present description and recitation, the following terms may be used, in addition to their accepted meaning, as follows.

[0027] This disclosure relates generally to exhaust assemblies for a prime mover of a transport power system. More specifically, this disclosure relates to mitigating deposit formation and accumulation on a diesel oxidation catalyst (DOC) of the exhaust assembly.

[0028] A prime mover described herein refers to a prime mover of a transport power system (e.g., a prime mover of a TCCS, or the like), but not to a vehicle prime mover used to move a vehicle. In some embodiments, the prime mover can be a diesel engine. That is, in some embodiments, there can be two or more distinct diesel engines on a same vehicle: one can be a main / vehicle (e.g., tractor, truck, or the like) engine used to move the vehicle, and the other can be an auxiliary engine (e.g., a common rail diesel engine) of the transport power system.

[0029] A diesel oxidation catalyst (DOC), in connection with diesel prime mover technologies is a catalytic converter designed for diesel prime movers that is designed to oxidize diesel particulates, which include at least carbon PM (soot) and hydrocarbons, emitted from the diesel prime mover. That is, a DOC is an aftertreatment component that converts particulates that are harmful to both prime mover performance and the environment into harmless oxidized products, including carbon PM dioxide and water.

[0030] Exhaust gas temperature (EGT), in connection with diesel prime mover technologies, may be regarded as a critical operating parameter for a diesel-fueled transport device because excessive EGT can create meltdown conditions in the prime mover. In the context of a diesel-fueled system that includes a transport unit prime mover and a transport climate control system (TCCS), as described and / or recited herein, a EGT that is determined to be, equal to or less than a threshold level may compromise the sustainability and / or preservation of perishable items within transport containers or units, as an example of usage and / or purpose. EGT may be sensed, monitored, or otherwise measured at various positions within an exhaust system of a diesel prime mover system, based on, e.g., manufacturer preference, including but not limited to a fixed distance from a cylinder head, between particular cylinders, in the center of the exhaust pipe, or in the exhaust stream prior to the turbocharger. The embodiments described and / or recited herein may be applicable to all example positions at which EGT may be sensed, monitored, or otherwise measured. Further, EGT, as described and / or recited herein, is provided in degrees Celsius (° C.), though EGT could be measured in numerous scales.

[0031] Different types of goods / cargo may require storage at specific environmental condition(s), e.g., temperature of a climate-controlled space, humidity within the climate-controlled space, etc., while being stored within or in connection with a diesel-powered transport unit. For example, perishable goods may need to be stored within a specific temperature range to prevent spoilage and liquid goods may require storage at a temperature above their respective freezing points. Also, goods having electronic components may require storage in environmental conditions having a measurably low humidity to avoid damage to their electronic components. Even passengers traveling in the transport unit may desire or even require transport in a climate-controlled space having specific environmental condition(s), e.g., temperature and / or humidity, to ensure their comfort while traveling. Accordingly, a reliable TCCS is desirable to provide conditioned air into the climate-controlled space of the transport unit to keep the air within the climate-controlled space at the desired environmental conditions.

[0032] The embodiments described and / or recited herein are generally directed to the mitigation of a buildup of diesel particulate matter, including hydrocarbons and other deposits on a diesel oxidation catalyst (DOC). Without limiting the scope of the example embodiments described and / or recited herein, implementation of the systems, methods, and / or programs disclosed herein serves to, at least, maintain the integrity of cargo and / or products being transported by or in connection with a diesel-powered transport unit by facilitating uninterrupted operation of the diesel prime mover.

[0033] The embodiments described and / or recited herein include, but are not limited to, systems, apparatuses, methods, and / or programs by which a buildup of diesel particulate matter on a diesel oxidation catalyst (DOC) is mitigated, to thereby facilitate reliable prime mover performance for the diesel-powered transport unit and, consequently, preservation and / or maintenance of perishable items or even the promote the comfort of passengers in a transport unit, including but not limited to those described below with regard to FIGS. 1A-1E.

[0034] FIG. 1A illustrates one embodiment of a climate-controlled van 100 that includes a climate-controlled space 105 for carrying cargo and a transport climate control unit (TCCS) 110 for providing climate control within the climate-controlled space 105. TCCS 110 includes a climate control unit (CCU) 115 that is mounted to a rooftop 120 of van 100. The TCCS 110 may include, amongst other components, a climate control circuit (not shown) that connects, for example, a compressor, a condenser, evaporator(s) and an expansion device to provide climate control within the climate-controlled space 105.

[0035] The climate-controlled van 100 may include a second climate-controlled space 107. The second climate-controlled space 107 may be an operator compartment of the climate-controlled van 100, e.g., a cabin, etc. For example, the second climate-controlled space 107 accommodates an operator when operating, e.g., driving, etc., the climate-controlled van 100. In an embodiment, the TCCS 110 may be configured to also provide climate control to the second climate-controlled space 107.

[0036] The embodiments described and / or recited herein are not limited to climate-controlled vans, but may apply to any type of diesel-powered, climate-controlled transport unit, e.g., a truck, a container (such as a container on a flat car, an intermodal container, a marine container, a box car, a semi-tractor, a bus, or other similar transport unit), etc.

[0037] TCCS 110 also includes a programmable climate controller 125 and one or more sensors (not shown) that are configured to measure one or more parameters of TCCS 110 (e.g., an ambient temperature outside of the van 100, an ambient humidity outside of the van 100, a compressor suction pressure, a compressor discharge pressure, an exhaust backpressure, a supply air temperature of air supplied by the CCU 115 into the climate-controlled space 105, a return air temperature of air returned from the climate-controlled space 105 back to the CCU 115, a humidity within the climate-controlled space 105, a temperature of the second climate-controlled space 107, etc.) and communicate parameter data to the climate controller 125. Climate controller 125 is configured to control operation of TCCS 110 including the components of the climate control circuit. The climate controller 125 may comprise a single integrated control unit 126 or may comprise a distributed network of climate controller elements 126, 127. The number of distributed control elements in each network may depend upon the particular application of the principles described herein.

[0038] The TCCS 110 can be powered by a transport power system that includes a prime mover (e.g., a diesel engine). The transport power system can be provided in the CCU 115 or can be part of a genset that is independent of the TCCS 110 and located on or within the van 100. In some embodiments, the transport power system can be a fully diesel transport power system in which the prime mover solely powers the TCCS 110. In other embodiments, the transport power system can be a hybrid transport power system in which both the prime mover and an electric power source can power the TCCS 110.

[0039] FIG. 1B illustrates one embodiment of a climate-controlled straight truck 130 that includes a climate-controlled space 131 for carrying cargo and a transport climate control system (TCCS) 132. TCCS 132 includes a CCU 133 that is mounted to a front wall 134 of the climate-controlled space 131. The CCU 133 may include, among other components, a climate control circuit (not shown) that connects, for example, a compressor, a condenser, an evaporator and an expansion device to provide climate control within climate-controlled space 131.

[0040] The climate-controlled straight truck 130 may include a second climate-controlled space 138. The second climate-controlled space 138 may be an operator compartment of the climate-controlled straight truck 130 (e.g., a cabin, etc.). For example, the second climate-controlled space 144 may accommodate an operator of the climate-controlled straight truck 130 when operating the climate-controlled straight truck 130 (e.g., driving, etc.). In an embodiment, the TCCS 132 may be configured to provide climate control to the second climate-controlled space 138.

[0041] TCCS 132 also includes a programmable climate controller 135 and one or more sensors (not shown) that are configured to measure one or more parameters of the TCCS 132 (e.g., an ambient temperature outside of the truck 130, an ambient humidity outside of the truck 130, a compressor suction pressure, a compressor discharge pressure, an exhaust backpressure, a supply air temperature of air supplied by the CCU 133 into the climate-controlled space 131, a return air temperature of air returned from the climate-controlled space 131 back to the CCU 133, a humidity within the climate-controlled space 131, a temperature of the second climate-controlled space 138, etc.) and communicate parameter data to the climate controller 135. The climate controller 135 is configured to control operation of the TCCS 132 including components of the climate control circuit. The climate controller 135 may comprise a single integrated control unit 136 or may comprise a distributed network of climate controller elements 136, 137. The number of distributed control elements in each network may depend upon the application of the principles described herein.

[0042] The TCCS 132 can be powered by a transport power system that includes a prime mover (e.g., a diesel engine). The transport power system can be provided in the CCU 133 or can be part of a genset that is independent of the TCCS 132 and located on or within the truck 130. In some embodiments, the transport power system can be a fully diesel transport power system in which the prime mover solely powers the TCCS 132. In other embodiments, the transport power system can be a hybrid transport power system in which both the prime mover and an electric power source can power the TCCS 132.

[0043] FIG. 1C illustrates one embodiment of a climate-controlled transport unit 140 attached to a tractor 142. The climate-controlled transport unit 140 includes a transport climate control system (TCCS) 145 for a transport unit 150. Tractor 142 is attached to and is configured to tow the transport unit 150. The transport unit 150 shown in FIG. 1C is a trailer.

[0044] TCCS 145 includes a CCU 152 that provides environmental control (e.g. temperature, humidity, air quality, etc.) within a climate-controlled space 154 of the transport unit 150. The CCU 152 is disposed on a front wall 157 of the transport unit 150. In other embodiments, CCU 152 may be disposed, for example, on a rooftop or another wall of the transport unit 150. The CCU 152 includes a climate control circuit (not shown) that connects, for example, a compressor, a condenser, an evaporator and an expansion device to provide conditioned air within climate-controlled space 154.

[0045] Tractor 142 may include a second climate-controlled space 144. The second climate-controlled space 144 may be an operator compartment of the tractor 142 (e.g., a cabin, etc.). For example, the second climate-controlled space 144 may accommodate an operator of the tractor 142 when operating the tractor 142 (e.g., driving, etc.). In an embodiment, the TCCS 145 may be configured to provide climate control to the second climate-controlled space 144.

[0046] TCCS 145 also includes a programmable climate controller 156 and one or more sensors (not shown) that are configured to measure one or more parameters of TCC 145 (e.g., an ambient temperature outside of the transport unit 150, an ambient humidity outside of the transport unit 150, a compressor suction pressure, a compressor discharge pressure, an exhaust backpressure, a supply air temperature of air supplied by the CCU 152 into the climate-controlled space 154, a return air temperature of air returned from the climate-controlled space 154 back to the CCU 152, a humidity within the climate-controlled space 154, a temperature of the second climate-controlled space 144, etc.) and communicate parameter data to the climate controller 156. The climate controller 156 is configured to control operation of the TCCS 145 including components of the climate control circuit. Climate controller 156 may comprise a single integrated control unit 158 or may comprise a distributed network of climate controller elements 158, 159. The number of distributed control elements in each network may depend upon the application of the principles described herein.

[0047] The TCCS 145 can be powered by a transport power system that includes a prime mover (e.g., a diesel common rail engine). The transport power system can be provided in the CCU 152 or can be part of a genset that is independent of the TCCS 145 and located on or within the transport unit 150 (e.g., attached underneath a chassis of the transport unit 150). In some embodiments, the transport power system can be a fully diesel transport power system in which the prime mover solely powers the TCCS 145. In other embodiments, the transport power system can be a hybrid transport power system in which both the prime mover and an electric power source can power the TCCS 134.

[0048] FIG. 1D illustrates another embodiment of a diesel-powered, climate-controlled transport unit 160. The climate-controlled transport unit 160 includes a multi-zone transport climate control system (MTCS) 162 for a transport unit 164 that may be towed, for example, by a tractor (e.g., the tractor 142 in FIG. 1C). The embodiments described and / or recited herein are not limited to tractor and trailer units, but may apply to any type of diesel-powered transport unit (e.g., a truck, a container (such as a container on a flat car, an intermodal container, a marine container, etc.), a box car, a semi-tractor, a bus, or other similar transport unit), etc.

[0049] MTCS 162 includes a CCU 166 and a plurality of remote units 168 that provide environmental control (e.g. temperature, humidity, air quality, etc.) within a climate-controlled space 170 of the transport unit 164. Climate-controlled space 170 may be divided into a plurality of zones 172. The term “zone” means a part of an area of the climate-controlled space 170 separated by walls 174. The CCU 166 may operate as a host unit and provide climate control within a first zone 172a of the climate-controlled space 170. The remote unit 168a may provide climate control within a second zone 172b of the climate-controlled space 170. The remote unit 168b may provide climate control within a third zone 172c of climate-controlled space 170. Accordingly, the MTCS 162 may be used to separately and independently control environmental condition(s) within each of the multiple zones 172 of the climate-controlled space 170.

[0050] CCU 166 is disposed on a front wall 167 of the transport unit 160. In other embodiments, the CCU 166 may be disposed, for example, on a rooftop or another wall of the transport unit 160. CCU 166 includes a climate control circuit (not shown) that connects, for example, a compressor, a condenser, an evaporator and an expansion device to provide conditioned air within climate-controlled space 170. The remote unit 168a is disposed on a ceiling 179 within the second zone 172b and the remote unit 168b is disposed on the ceiling 179 within the third zone 172c. Each of the remote units 168a, b includes an evaporator (not shown) that connects to the rest of the climate control circuit provided in the CCU 166.

[0051] The MTCS 162 also includes a programmable climate controller 180 and one or more sensors (not shown) that are configured to measure one or more parameters of the MTCS 162 (e.g., an ambient temperature outside of the transport unit 164, an ambient humidity outside of the transport unit 164, a compressor suction pressure, a compressor discharge pressure, an exhaust backpressure, supply air temperatures of air supplied by the CCU 166 and the remote units 168 into each of the zones 172, return air temperatures of air returned from each of the zones 172 back to the respective CCU 166 or remote unit 168a or 168b, a humidity within each of the zones 118, a temperature of a battery of the tractor, a temperature of the second climate-controlled space in the tractor, etc.) and communicate parameter data to a climate controller 180. Climate controller 180 is configured to control operation of the MTCS 162 including components of the climate control circuit. The climate controller 180 may comprise a single integrated control unit 181 or may comprise a distributed network of climate controller elements 181, 182. The number of distributed control elements in each network may depend upon the application of the principles described herein.

[0052] The MTCS 162 can be powered by a transport power system that includes a prime mover (e.g., a diesel engine). The transport power system can be provided in the CCU 166 or can be part of a genset that is independent of the MTCS 162 and located on or within the transport unit 164 (e.g., attached underneath a chassis of the transport unit 164). In some embodiments, the transport power system can be a fully diesel transport power system in which the prime mover solely powers the MTCS 162. In other embodiments, the transport power system can be a hybrid transport power system in which both the prime mover and an electric power source can power the MTCS 162.

[0053] FIG. 1E is a perspective view of a diesel-powered vehicle 185 including a transport climate control system (TCCS) 187, according to one embodiment. Vehicle 185 is a mass-transit bus that may carry passenger(s) (not shown) to one or more destinations. In other embodiments, the vehicle 185 may be a school bus, railway vehicle, subway car, or other commercial vehicle that carries passengers. Vehicle 185 includes a climate-controlled space (e.g., passenger compartment) 189 supported that may accommodate a plurality of passengers. Vehicle 185 includes doors 190 that are positioned on a side of vehicle 185. In the embodiment shown in FIG. 1E, first door 190 is located adjacent to the forward end of vehicle 185, and a second door 190 is positioned towards a rearward end of the vehicle 185. Each door 190 is movable between an open position and a closed position to selectively allow access to the climate-controlled space 189. The TCCS 187 includes a CCU 192 attached to roof 194 of vehicle 185.

[0054] CCU 170 includes a climate control circuit (not shown) that connects, for example, a compressor, a condenser, an evaporator and an expansion device to provide conditioned air within climate-controlled space 189.

[0055] The TCCS 187 also includes a programmable climate controller 195 and one or more sensors (not shown) that are configured to measure one or more parameters of the transport TCCS 187 (e.g., an ambient temperature outside of the vehicle 185, a space temperature within the climate-controlled space 189, an ambient humidity outside of the vehicle 185, a space humidity within the climate-controlled space 189, a temperature for one or more of the batteries, etc.) and communicate parameter data to the climate controller 195. The climate controller 195 is configured to control operation of the TCCS 187 including components of the climate control circuit. The climate controller 195 may comprise a single integrated control unit 196 or may comprise a distributed network of climate controller elements 196, 197. The number of distributed control elements in each network may depend upon the application of the principles described herein.

[0056] The TCCS 187 can be powered by a transport power system that includes a prime mover (e.g., a diesel engine). The transport power system can be provided in the CCU 170 or can be part of a genset that is independent of the TCCS 187 and located on or within the vehicle 185. In some embodiments, the transport power system can be a fully diesel transport power system in which the prime mover solely powers the TCCS 187. In other embodiments, the transport power system can be a hybrid transport power system in which both the prime mover and an electric power source can power the TCCS 187.

[0057] FIG. 2 shows a block diagram representing components of a system to implement diesel oxidation deposition mitigation, in accordance with at least one non-limiting example embodiment described and / or recited herein. In accordance with at least one non-limiting example embodiment of diesel oxidation deposit mitigation, system 200 may include sensors 205 and controller 235. Sensors 205 may include, but not be limited to, system monitor 210, exhaust gas temperature (EGT) sensor 215, and timer 220. Controller 235 may include mitigator 240. The system 200 can be part of a transport power system used to power one or

[0058] More components of a TCCS or MTCS (e.g., the TCCS 110, 132, 187 and MTCS 162 shown in FIGS. 1A-E).

[0059] System monitor 210, as described and / or recited herein, may be configured, programmed, or otherwise designed to retrieve and / or receive sensor or monitor information regarding a current state of one or more of battery charging, prime mover warming and / or idling, temperature of a climate-controlled space corresponding to the transport unit, prime mover load, compressor load, heat load, heating and / or cooling demand. Thus, a primary though not exclusive operation parameter that is to be sensed and / or monitored by system monitor is current operating load, i.e., an amount of power that is being produced by one or more of the prime mover, battery, compressor, heater, etc.

[0060] System monitor 210 may be configured, programmed, or otherwise designed to retrieve and / or receive information from sensors and / or monitors that are commonplace in contemporary transport units including, but not limited to, battery operation, prime mover operation, compressor operation, heater operation, etc. Further, system monitor 210 may be configured, programmed, or otherwise designed to retrieve and / or receive the information from the sensors or monitors at pre-programmed intervals that, for the purposes of diesel oxidation deposition mitigation, may range from minutes, e.g., 10 minutes, to hours, e.g., 10 hours.

[0061] As referenced herein, the example ranges of 10 minutes to 10 hours are examples provided for explanatory purposes only. The example of 10 minutes pertains to a short period of time that may be needed to mitigate, reduce, and / or oxidize deposits to, at least, an acceptable level at which the DOC is no longer clogged and / or the service part is able to operate or function at an acceptable level, e.g., avoid face plugging. The example of 10 hours pertains to a long period of time, typically during run time, during which DOC deposits may be accumulated.

[0062] Further still, the pre-programmed intervals may or may not be uniform for the receiving and / or retrieving of information from the sensors or monitors. As non-limiting examples, battery operation information may be received and / or retrieved on an hourly basis, whereas compressor operation information may be received and / or retrieved in intervals of 15 minutes. In that regard, the pre-programmed intervals may be determined based on factors including, but not limited to, how operation of the monitored component, e.g., prime mover, battery, compressor, heater, affects EGT and / or temperature of a climate-controlled space corresponding to the transport unit.

[0063] EGT sensor 215, as described and / or recited herein, may be configured, programmed, or otherwise designed to sense, monitor, or otherwise measure EGT at one or more positions within an exhaust system of a diesel prime mover system of a transport unit. As with other sensors and / or monitors that are commonplace in contemporary transport units, EGT sensor 215 may be configured, programmed, or otherwise designed to push EGT information to system monitor 210. Alternatively, or in addition, EGT sensor 215 may be configured, programmed, or otherwise designed to provide access for system monitor 210 to retrieve EGT information from EGT sensor 215. The push or retrieval of EGT information may be executed at pre-programmed intervals that, for the purposes of diesel oxidation deposition mitigation, may range from minutes, e.g., 10 minutes, to hours, e.g., 10 hours, as described above.

[0064] The pre-programmed intervals may be determined based on factors including, but not limited to, how EGT affects the temperature of a climate-controlled space corresponding to the transport unit. Further, EGT sensor 215, which may be provided in various quantities for a given transport unit, may be provided at various positions within an exhaust system of a diesel prime mover system of the transport unit, based on, e.g., manufacturer preference, including but not limited to a fixed distance from a cylinder head, between particular cylinders, in the center of the exhaust pipe, or in the exhaust stream prior to the turbocharger.

[0065] Timer 220, as described and / or recited herein, separately or in conjunction with system monitor 210, may be configured, programmed, or otherwise designed to monitor or otherwise track the operational parameters, e.g., an amount of power that is being produced by one or more of the prime mover, battery, compressor, heater, etc., against time. That is, timer 220 monitors and / or tracks the amount of time that each of the prime mover, battery, compressor, heater, etc., is or has been in its current state of operation. In accordance with at least one non-limiting example embodiment, timer 220 resets for a respective one of the prime mover, battery, compressor, heater, etc., when the current state of operation changes.

[0066] Controller 235, as described and / or recited herein, may be configured, programmed, or otherwise designed to receive input from sensors 205, which may include at least system monitor 210, EGT sensor 215, and timer 220, and determine whether implementation of one or more mitigation protocols is needed to oxidize a buildup of diesel particulates, which may include, e.g., carbon PM (soot) and / or hydrocarbons, on the diesel oxidation catalyst (DOC) of the transport unit. That is, controller 235 correlates input from at least two or more of system monitor 210, EGT sensor 215, and timer 220, or additional sensors or monitors, and determines whether conditions are conducive for a buildup of diesel particulates on the DOC. Accordingly, controller 235 may pre-programmed with data, or otherwise have access to such data, that correlates permutations of input from at least two or more of system monitor 210, EGT sensor 215, and timer 220, or additional sensors or monitors, to the buildup of diesel particulates on the DOC. Such data may be locally stored in a data storage on or connected to the corresponding transport unit; or the data may be remotely stored in a data storage that is wirelessly connected to controller 235 via the Internet, a Bluetooth® connection, or other known network connection.

[0067] Non-limiting examples of conditions for implementing one or more mitigation protocols include at least one of the EGT being below a threshold value for a threshold amount of time, e.g., an EGT below 200° C. for over one hour; an absence of activity by a compressor associated with the TCCS for a predetermined amount of time; a battery of the transport unit charging without any heating or cooling demand by the TCCS for a predetermined amount of time; the compressor load being below a threshold value for a predetermined amount of time; and / or a heater load being below a threshold value for a predetermined amount of time.

[0068] Controller 235 may further be configured, programmed, or otherwise designed to determine whether conditions have been met for terminating one or more implemented mitigation protocols to oxidize a buildup of diesel particulates, which may include, e.g., carbon PM (soot) and / or hydrocarbons, on the DOC of the transport unit.

[0069] Non-limiting examples of conditions for terminating one or more mitigation protocols includes at least one of the EGT being greater than a threshold value for a predetermined amount of time or a compressor associated with the TCCS being active or exceeding a threshold load for another predetermined amount of time.

[0070] Mitigator 240, as described and / or recited herein, may configured, programmed, or otherwise designed to implement one or more DOC plugging mitigation protocols by controlling operation of the prime mover, battery, compressor, heater, etc., upon instruction from controller 235. Thus, based on input from one or more of system monitor 210, EGT sensor 215, and timer 220, or other additional sensors or monitors, via controller 235, mitigator 240 may activate one or more of the prime mover, battery, compressor, heater, etc., to increase the operating load thereof to increase the EGT to at least a threshold level to facilitate diesel oxidation deposit mitigation on the DOC.

[0071] Protocols intended to mitigate DOC plugging, i.e., oxidize a buildup of diesel particulates, e.g., carbon PM (soot) and / or hydrocarbons, on the DOC of the transport unit, as described and / or recited herein are intended to increase the EGT to at least a predetermined threshold value for a predetermined amount of time, e.g., an EGT of 250° C. or more for at least 10 minutes.

[0072] Non-limiting examples of such mitigation protocols include increasing the load, e.g., power produced of one or more of the prime mover, battery, compressor, heater, etc., to thereby increase the EGT to a predetermined threshold value, e.g., 250° C. or higher for at least a predetermined amount of time, e.g., 10 minutes.

[0073] In accordance with at least one non-limiting example embodiment of such a mitigation protocol, heating by the TCCS corresponding to the transport unit may be activated and cooling by the compressor may be activated. That is, in an example embodiment for which a deployed hermetic scroll compressor is decoupled and electric heater bars are also utilized, cooling and heating functionalities may be implemented simultaneously, thus applying a shaft load on the diesel prime mover that causes the EGT to increase expeditiously to meet and / or exceed the predetermined threshold value, thereby oxidizing any buildup of carbon PM (soot) and / or hydrocarbons on the DOC. Regarding this non-limiting example embodiment, as described and / or recited herein, the compressor and the heater bars may operate simultaneously in a special recovery mode, whereby the compressor is energized in conjunction with the compressor load during heat temperature control mode operation and the heater bars are energized in conjunction with the compressor load during cool temperature control mode operation.

[0074] FIG. 3 shows a processing flow 300 for implementation of diesel oxidation deposition mitigation on a diesel oxidation catalyst (DOC), in accordance with at least one non-limiting example embodiment described and / or recited herein. As depicted, processing flow 300 includes operations executed by various components of system 200 corresponding to any of the transport units shown and described regarding FIGS. 1A-1E. However, execution of processing flow 300 is not limited to such components and / or transport units, as obvious modifications may be made by re-ordering two or more of the operations described here, eliminating at least one of the operations, adding operations, substituting components, or even having various components assuming operational roles accorded to other components in the following description. Processing flow 300 may include various operations, functions, or actions as illustrated by one or more of blocks 305, 310, 315, 320, and 325. Processing may begin at block 305.

[0075] Block 305 (detect mitigation start condition) may be performed by sensors 205, which include system monitor 210, EGT sensor 215, and timer 220, in any permutation thereof. Further, this listing of sensors or monitors is not exclusive for implementing diesel oxidation deposit mitigation, as described and / or recited herein.

[0076] Non-limiting examples of mitigation start conditions, detection of any one of which may be sufficient as a basis to start mitigation protocols as described and / or recited herein, include EGT being below a threshold level, e.g., 170° C. for a predetermined amount of time, e.g., 10 hours; the diesel prime mover being in a detected charging or idling state, and therefore producing an EGT below the threshold level for the predetermined amount of time; an absence of heating and / or cooling demand for a predetermined amount of time; compressor load being below a threshold level for a predetermined amount of time; heater load being below a threshold level for a predetermined amount of time; and / or a predetermined amount of time, e.g., 200 operational hours, since a most recent performance of a mitigation protocol.

[0077] Mitigation start conditions may be detected as system monitor 210 retrieves and / or receives sensor or monitor information regarding a current state of one or more of battery charging, prime mover warming and / or idling, temperature of a climate-controlled space corresponding to the transport unit, compressor load, heat load, heating and / or cooling demand. Thus, system monitor 210 monitors, at least, current operating load, i.e., an amount of power that is being produced by one or more of the prime mover, battery, compressor, heater, etc., at pre-programmed intervals that may range from minutes to hours. The pre-programmed intervals may or may not be uniform for the receiving and / or retrieving of sensor or monitor information.

[0078] Mitigation start conditions may be detected as EGT sensor 215 transmits to system monitor 210 EGT as measured at one or more positions within an exhaust system of a diesel prime mover system of the corresponding transport unit at pre-programmed intervals that may range from minutes to hours. In accordance with at least one non-limiting example embodiment, multiple EGT sensors 215 may be provided for a given transport unit, may be provided at various positions within an exhaust system of a diesel prime mover system of the transport unit, based on, e.g., manufacturer preference, including but not limited to a fixed distance from a cylinder head, between particular cylinders, in the center of the exhaust pipe, or in the exhaust stream prior to the turbocharger.

[0079] Mitigation start conditions may be detected as timer 220 monitors or otherwise tracks operational parameters, e.g., an amount of power that is being produced by one or more of the prime mover, battery, compressor, heater, etc., to be lower than predetermined threshold levels over predetermined amounts of times. That is, timer 220 in cooperation with system monitor 210 monitors and / or tracks the amount of time that each of the prime mover, battery, compressor, heater, etc., is or has been in its current state of operation. In accordance with at least one non-limiting example embodiment, timer 220 resets for a respective one of the prime mover, battery, compressor, heater, etc., when the current state of operation changes. Alternatively, timer 220 monitors time between occurrences of any mitigation protocol as described and / or recited herein, to determine when a next occurrence should be executed.

[0080] Block 310 (implement mitigation protocol) may be performed by controller 235, including mitigator 240. As shown in FIG. 3, mitigation may be deemed to be forced, as controlled by controller 235 and / or mitigator 240, or passive without such control.

[0081] Passive mitigation may include operation of diesel prime mover, battery, compressor, heater, or other components that may result in the EGT matching or exceeding the threshold value, e.g., 250° C. for a predetermined amount of time, e.g., 10 minutes, to oxidize a buildup of carbon PM (soot) and / or hydrocarbons on the DOC of the transport unit.

[0082] As referenced, described, and / or recited herein, passive mitigation may refer to one or more events that cause or produce higher system loads without specifically implementing a deliberate DOC mitigation operation. Examples of passive mitigation include initial pulldown when a unit is powered on, a user changing setpoints but then needing to set the system temperature to a warmer or even colder temperature, a defrost event, etc.

[0083] In the embodiments described and recited herein, a timer / counter may confirm that a passive mitigation event is long enough in duration to warrant considering it a burn off event, which may then require resetting the need to implement an active mitigation event.

[0084] As also referenced, described, and / or recited herein, active mitigation may refer to one or more intentional and / or controlled operations or functions that may be implemented upon one or more predetermined conditions having been met.

[0085] Accordingly, active, e.g., controlled, mitigation may include the forced operation of the aforementioned diesel prime mover, battery, compressor, heater, or other components in order force or expedite the EGT to match or exceed the threshold value, e.g., 250° C. for a predetermined amount of time, e.g., 10 minutes, to oxidize a buildup of carbon PM (soot) and / or hydrocarbons on the DOC of the transport unit.

[0086] Block 320 (terminate at least a portion of mitigation protocol) may be performed by controller 235 as performance parameters, e.g., load or EGT, reach a level for at least a threshold amount of time at which the oxidation of buildup may be assumed to be mitigated.

[0087] Block 325 (reset) may be performed by controller 235 and / or timer 220 to reset monitoring of the monitors and / or sensors once the oxidation of buildup is assumed to be mitigated.

[0088] FIGS. 4A-4C show different portions of an example method 400 of diesel oxidation deposition mitigation, in accordance with at least one non-limiting example embodiment described and / or recited herein and further to the more general description based on processing flow 300 shown and described regarding FIG. 3. Method 400 includes operations that may be executed by various components of, for example, system 200 shown in FIG. 2. Also, method 400 may be implemented with any type of transport unit including any of the transport units shown and described regarding FIGS. 1A-1E. However, execution of method 400 is not limited to such components and / or transport units, as obvious modifications may be made by re-ordering two or more of the operations described here, eliminating at least one of the operations, adding operations, substituting components, or even having various components assuming operational roles accorded to other components in the following description. In some embodiments, when the prime mover is part of a solely diesel transport power system, the prime mover performance parameter, the lower prime mover performance threshold level, and the higher prime mover performance threshold level can be directed to a prime mover percent load. In some embodiments, when the prime mover is part of a hybrid transport power system, the prime mover performance parameter, the lower prime mover performance threshold level, and the higher prime mover performance threshold level can be directed to an EGT, exhaust back pressure, or prime mover load as reported by the ECU or calculated by a controller.

[0089] As shown in FIG. 4A, based on input from one or more of, e.g. system monitor 210, EGT sensor 215, and timer 220, or other additional sensors or monitors, via, e.g., controller 235, mitigator 240, may activate one or more of a prime mover, a battery, a compressor, heater bars, etc., to increase the operating load thereof, which, in turn, serves to increase the EGT to at least a threshold level to facilitate diesel oxidation deposit mitigation on the diesel oxidation catalyst. Method 400 may utilize input from one or more of the aforementioned sensors or monitors, as seen in the following non-limiting example mitigation processing embodiments.

[0090] At 405, the system monitor transmits information to the controller indicating that the diesel prime mover of the transport unit is running. In some embodiments, the system monitor can also transmit information to the controller indicating that one or more of the battery, compressor, heater bars, etc., of the transport unit are also running. The method 400 proceeds to 410.

[0091] At 410, the system monitor compares the current prime mover performance parameter to a lower prime mover performance parameter threshold level. In some embodiments, the current prime mover performance parameter can be a current prime mover percent load of the prime mover. In some embodiments, the current prime mover performance parameter can be a current EGT. When the system monitor determines that the current prime mover performance parameter is less than the lower prime mover performance parameter threshold level, e.g., 25% load or 170° C. EGT, the method 400 proceeds to 412. When the system monitor determines that the current prime mover performance parameter is equal to or greater than the lower prime mover performance parameter threshold level, e.g., 25% load or 170° C. EGT, the method 400 proceeds to 415.

[0092] At 412, the system monitor instructs a timer (e.g., the timer 220) to accumulate prime mover runtime before initiating active diesel oxidation deposit mitigation. The method 400 proceeds to 430.

[0093] At 430, the system monitor determines whether the accumulated prime mover runtime is greater than a higher prime mover runtime threshold level (e.g., 10 hours). When the system monitor determines that the accumulated prime mover runtime is greater than the higher prime mover runtime threshold level, the method 400 proceeds to 435. When the system monitor determines that the accumulated prime mover runtime is less than or equal to the higher prime mover runtime threshold level, the method 400 proceeds back to 405.

[0094] At 435, the controller instructs the mitigator to implement a forced mitigation protocol to prevent a buildup of diesel particulates, including, e.g., carbon PM (soot) and / or hydrocarbons, on the DOC of the transport unit or to actually oxidize such a buildup. The method 400 then proceeds to (a) for forced automatic mitigation when the transport power system is a fully diesel transport power system or (b) for forced mitigation when the transport power system is a hybrid transport power system.

[0095] At 415, the system monitor compares the current prime mover performance parameter to a higher prime mover performance parameter threshold level. When the system monitor determines that the current prime mover performance parameter is greater than the higher prime mover performance parameter threshold level, e.g., 40% load or 250° C. EGT, the method 400 proceeds to 417. When the system monitor determines that the current prime mover performance parameter is equal to or less than the higher prime mover performance parameter threshold level, e.g., 40% load or 250° C. EGT, the method 400 proceeds back to 405.

[0096] At 417, the system monitor instructs the timer to accumulate prime mover runtime before initiating passive diesel oxidation deposit mitigation. The method 400 proceeds to 420.

[0097] At 420, the system monitor updates and compares the current prime mover performance parameter to the higher prime mover performance parameter threshold level. When the system monitor determines that the updated current prime mover performance parameter has dropped below the higher prime mover performance parameter threshold level, e.g., 40% load or 250° C. EGT, the method 400 proceeds to 422. When the system monitor determines that the updated current prime mover performance parameter is equal to or greater than the higher prime mover performance parameter threshold level, e.g., 40% load or 250° C. EGT, the method 400 proceeds to 425.

[0098] At 422, the system monitor instructs the timer to clear or countdown the accumulated prime mover runtime to provide passive diesel oxidation deposit mitigation. The method 400 then returns back to 405.

[0099] At 425, the system monitor determines whether the accumulated prime mover runtime is greater than a lower prime mover runtime threshold level, e.g., 10 minutes. When the system monitor determines that the accumulated prime mover runtime is greater than the lower prime mover runtime threshold level, the method 400 proceeds to 426. When the system monitor determines that the accumulated prime mover runtime is less than or equal to the lower prime mover runtime threshold level, the method 400 proceeds back to 417.

[0100] At 426, the system monitor instructs the timer to clear the accumulated prime mover runtime to provide active diesel oxidation deposit mitigation. The method 400 then returns back to 405.

[0101] FIG. 4B, which may be suitable for a transport climate control system, shown fand described with reference to FIGS. 1A-1E, powered solely by a diesel engine (e.g., a diesel powered transport power system), shows a non-limiting example of a processing and / or operational flow (a) for forced automatic mitigation 435; and FIG. 4C, which may be suitable for a transport climate control system, shown and described with reference to FIGS. 1A-1E, powered by a hybrid-electric engine (e.g., a hybrid transport power system), shows a non-limiting example of a processing and / or operational flow (b) for forced automatic mitigation 435.

[0102] In FIG. 4B, in accordance with one permutation of the non-limiting example of forced mitigation protocol 435, the active mitigation is initiated at 4100. At 4100, mitigator 240 implements a active mitigation (4100). The method 400 then proceeds to 4105.

[0103] At 4105, the system monitor instructs the timer to start a maximum mitigation timer and updates the current prime mover performance parameter, e.g., a prime mover percent load. In some embodiments, the maximum mitigation timer can be, for example, 30 minutes. The method 400 then proceeds to 4110.

[0104] At 4110, the system monitor compares the updated current prime mover performance parameter obtained at 4105 with the higher prime mover threshold level. When the system monitor determines that the prime mover percent load is greater than the higher prime mover threshold level, e.g., 40%, the method 400 proceeds to 4112. When the system monitor determines that the updated current prime over performance parameter is less than or equal to the higher prime mover threshold level, e.g., 40%, the method 400 proceeds to 4115.

[0105] At 4112, the system monitor instructs the timer to accumulate prime mover runtime. The method 400 proceeds to 4120.

[0106] At 4120, the system monitor determines whether the accumulated prime mover runtime is greater than the lower prime mover runtime threshold level, e.g., 10 minutes. When the system monitor determines that the accumulated prime mover runtime is greater than the lower prime mover runtime threshold level, the method 400 proceeds to 4127. When the system monitor determines that the accumulated prime mover runtime is less than or equal to the prime mover runtime threshold level, the method 400 proceeds to 4125.

[0107] At 4125, the system monitor determines whether the maximum mitigation timer has expired. When the system monitor determines that the maximum mitigation timer has expired, the method 400 proceeds to 4127. When the system monitor determines that the maximum mitigation timer has not expired, the method 400 proceeds back to 4110.

[0108] As previously stated, ranges of 10 minutes to 10 hours are examples provided for explanatory purposes only. The example of 10 minutes pertains to a short period of time that may be needed to mitigate, reduce, and / or oxidize deposits to, at least, a detected acceptable level at which the DOC is no longer clogged and / or the service part is able to operate or function at an acceptable level, e.g., avoid face plugging. A maximum mitigation time example of 10 hours pertains to a long period of time, typically during run time, during which DOC deposits may be accumulated. A maximum mitigation time may be implemented to provide a mitigation exit point after attempting to mitigate clogging, even if such attempt is not fully successful, i.e., to a detected acceptable level at which the DOC is no longer clogged and / or the service part is able to operate or function at an acceptable level.

[0109] In at least one other alternative embodiment, back pressure may be utilized to assess an amount of deposit on the DOC, and the oxidation time may then be customized accordingly.

[0110] At 4115, the system monitor instructs the timer to clear the accumulated prime mover runtime from 4112. The method 400 then returns back to 4110.

[0111] At 4127, the system monitor determines that active mitigation has completed and the method 400 proceeds to 4129. At 4129, the controller removes the allowance of parallel heating and cooling and returns the TCCS to a climate control mode.

[0112] Thus, in one non-limiting example embodiment of active mitigation 4100 as implemented by mitigator 240, active mitigation may be considered to be complete when the prime mover performance parameter is determined to be equal to or greater than the higher prime mover threshold level, e.g., the prime mover percent load is equal to or greater than 40% (“yes” at 4110), and the current forced mitigation runtime is greater than or equal to the period, e.g., 10 minutes (“yes” at 4120. Active mitigation 4100, as implemented by mitigator 240, may also be considered to be complete when the prime mover performance parameter is determined to be equal to or greater than the higher prime mover threshold level, e.g., the prime mover percent load is equal to or greater than 40% (“yes” at 4110), and the current forced mitigation runtime is less than the lower prime mover runtime threshold, e.g., 10 minutes (“no” at 4120) but equal to or greater than the maximum amount of time for the forced mitigation, e.g., 30 minutes.

[0113] In FIG. 4C, in accordance with one permutation of the non-limiting example of forced mitigation protocol 435, the active mitigation is initiated at 4200. At 4200, mitigator 240 implements active mitigation. The method 400 then proceeds to 4205.

[0114] At 4205, the system monitor instructs the timer to start a maximum mitigation timer, e.g., between 15 to 45 minutes, typically 30 minutes or less, and updates the current prime mover performance parameter (e.g., EGT). In some embodiments, the maximum mitigation timer can be, for example, 30 minutes. The method 400 then proceeds to 4210.

[0115] At 4210, the mitigator 435 instructs a heating operation and cooling operation to operate in parallel to increase EGT. In some embodiments, this can include simultaneously operating the compressor to provide cooling and operating one or more heating bars or other resistive heating components that result in higher prime mover shaft load to provide heating. That is, the heating function is to increase prime mover load, which could be implemented by some auxiliary load, e.g., heater bars, battery charger, defroster. The method 400 then proceeds to 4215.

[0116] At 4215, the system monitor compares the updated current prime mover performance parameter (e.g., EGT) obtained at 4205 with the higher prime mover threshold level. When the system monitor determines that the prime mover performance parameter (e.g., EGT) is greater than an automatic mitigation prime mover threshold level, e.g., 250° C., the method 400 proceeds to 4217. When the system monitor determines that the updated current prime mover performance parameter is less than or equal to the automatic mitigation prime mover threshold level, e.g., 250° C., the method 400 proceeds to 4220.

[0117] At 4220, the system monitor instructs the timer to clear the accumulated prime mover runtime from 4217 and the mitigator 240 increases the prime mover shaft load to thereby increase the prime mover performance parameter (e.g., EGT). The method 400 then returns back to 4210

[0118] At 4217, the system monitor instructs the timer to accumulate prime mover runtime. The method 400 proceeds to 4225.

[0119] At 4225, the system monitor determines whether the accumulated prime mover runtime is greater than the lower prime mover runtime threshold level, e.g., 10 minutes. When the system monitor determines that the accumulated prime mover runtime is greater than the lower prime mover runtime threshold level, the method 400 proceeds to 4235. When the system monitor determines that the accumulated prime mover runtime is less than or equal to the prime mover runtime threshold level, the method 400 proceeds to 4230.

[0120] At 4230, the system monitor determines whether the maximum mitigation timer has expired. When the system monitor determines that the maximum mitigation timer has expired, the method 400 proceeds to 4235. When the system monitor determines that the maximum mitigation timer has not expired, the method 400 proceeds back to 4210.

[0121] At 4235, the system monitor determines that active mitigation has completed and the method 400 proceeds to 4237. At 4237, the mitigator 240 stops parallel operation of the heating operation and the cooling operation.

[0122] Accordingly, heater bar(s) may be proportionally energized in conjunction with the compressor load during a heat temperature control mode operation; and / or the compressor may operate as proportionally energized in conjunction with the compressor load during the heat temperature control mode operation. These possible forced mitigation protocols can increase prime mover shaft load and thereby the prime mover performance parameter, and further, activate the DOC to oxidize diesel particulates, which may debilitate or even disable operation of the diesel prime mover. Moreover, during extended diesel prime mover operation at light shaft loads, the DOC may accumulate deposits and become plugged and, thereby, choke off the diesel prime mover. Forced mitigation 435 / 4200 can intermittently increase the EGT to oxidize present buildup and, at least temporarily, prevent future buildup. When a hermetic scroll compressor is decoupled and, further, heater bars are utilized, cooling and heating modes may function simultaneously and apply a high shaft load on the diesel prime mover cause EGT to increase substantially to, at least, critical temperatures.

[0123] Thus, in one non-limiting example embodiment of operating the compressor and heater bar(s) simultaneously to increase the EGT, implemented by mitigator 240, may be considered to be complete when the EGT load is determined to be equal to or greater than the higher EGT threshold temperature, e.g., 250° C. (“yes” at 4215), and the current forced mitigation runtime is greater than or equal to the period, e.g., 10 minutes (“yes” at 4225), mitigation is deemed to be complete (4235) and all of sensors 205 reset. Forced mitigation 4200 may also be considered to be complete when the EGT load is determined to be equal to or greater than the higher EGT threshold temperature, e.g., 250° C. (“yes” at 4215), the current forced mitigation runtime is less than the period, e.g., 10 minutes (“no” at 4225), but the maximum mitigation timer has expired. When the mitigation is deemed to be complete (4235), controller 235 no longer allows the compressor and heater bars to operate in parallel (4237).

[0124] FIG. 5 shows an illustrative computing embodiment, in which any of the processes and of diesel oxidation deposit mitigation may be implemented as executable instructions stored on a non-volatile computer-readable medium. The computer-readable instructions may, for example, be executed by a processor of a device, as referenced herein, having a network element and / or any other device corresponding thereto, particularly as applicable to the applications and / or programs described above corresponding to any of the embodiments of FIGS. 1A-1E, FIG. 2, the flow of FIG. 3, and the flow of FIGS. 4A-C.

[0125] In a very basic configuration, a computing device 500 may typically include, at least, one or more processors 502, a memory 504, one or more input components 506, one or more output components 508, a display component 510, a computer-readable medium 512, and a transceiver 514.

[0126] Processor 502 may refer to, e.g., a microprocessor, a microcontroller, a digital signal processor, or any combination thereof. Memory 504 may refer to, e.g., a volatile memory, non-volatile memory, or any combination thereof. Memory 504 may store, therein, an operating system, one or more applications corresponding to media platform 105 and / or program data therefore. That is, memory 504 may store executable instructions to implement any of the functions or operations described above and, therefore, memory 504 may be regarded as a computer-readable medium. Input component 506 may refer to a built-in or communicatively coupled keyboard, touch screen, or telecommunication device. Alternatively, input component 506 may include a microphone that is configured, in cooperation with a voice-recognition program that may be stored in memory 504, to receive voice commands from a user of computing device 500. Further, input component 506, if not built-in to computing device 500, may be communicatively coupled thereto via short-range communication protocols including, but not limitation, radio frequency or Bluetooth®. Output component 508 may refer to a component or module, built-in or removable from computing device 500, that is configured to output commands and data to an external device. Display component 510 may refer to, e.g., a solid state display that may have touch input capabilities. That is, display component 510 may include capabilities that may be shared with or replace those of input component 506. Computer-readable medium 512 may refer to a separable machine-readable medium that is configured to store one or more programs that embody any of the functions or operations described above. That is, computer-readable medium 512, which may be received into or otherwise connected to a drive component of computing device 500, may store executable instructions to implement any of the functions or operations described above. These instructions may be complimentary or otherwise independent of those stored by memory 504. Transceiver 514 may refer to a network communication link for computing device 500, configured as a wired network or direct-wired connection. Alternatively, transceiver 514 may be configured as a wireless connection, e.g., radio frequency (RF), infrared, Bluetooth®, and other wireless protocols.

[0127] From the foregoing, various embodiments of the present disclosure have been described herein for purposes of illustration, and that various modifications may be made without departing from the scope and spirit of the present disclosure. Accordingly, the various embodiments disclosed herein are not intended to be limiting, with the true scope and spirit being indicated by the following claims.ASPECTS

[0128] We note that any of aspects 1-14, 15-19 and 20-21 can be combined.

[0129] Aspect 1. A method of automatically mitigating a buildup of particulate matter on a diesel oxidation catalyst (DOC), the method comprising:

[0130] determining an occurrence of a start condition for implementation of a mitigation protocol for dissipating a buildup of particulate matter in a diesel-fueled system that includes a transport unit prime mover and a transport climate control system (TCCS);

[0131] implementing the mitigation protocol that includes increasing prime mover exhaust gas temperature (EGT) to at least a threshold level;

[0132] determining an occurrence of a termination condition for the mitigation protocol; and

[0133] terminating at least one process used for the implementing of the mitigation protocol.

[0134] Aspect 2. The method of Aspect 1, wherein the diesel aftertreatment system is a diesel oxidation catalyst.

[0135] Aspect 3. The method of either Aspect 1 or Aspect 2, wherein the determining of the occurrence of the start condition for the mitigation protocol is based on timer input.

[0136] Aspect 4. The method of either Aspect 1 or Aspect 2, wherein the determining of the occurrence of the start condition for the mitigation protocol is based on sensor input.

[0137] Aspect 5. The method of any of Aspects 1-4, wherein the determining of the occurrence of the termination condition for the mitigation protocol is based on timer input.

[0138] Aspect 6. The method of any of Aspects 1-4, wherein the determining of the occurrence of the termination condition for the mitigation protocol is based on sensor input.

[0139] Aspect 7. The method of Aspects 1-6, wherein the diesel-fueled system includes a transport unit prime mover and a transport climate control system (TCCS).

[0140] Aspect 8. The method of Aspect 7, wherein the implementing of the mitigation protocol includes increasing an prime mover percent load for the transport unit prime mover.

[0141] Aspect 9. The method of Aspect 8, wherein the start condition includes at least one of the EGT being lower than a threshold value, an absence of activity by a compressor associated with the TCCS, a battery of the transport unit charging without any heating or cooling demand by the TCCS, low compressor load, or a heater load being below a threshold value.

[0142] Aspect 10. The method of either of Aspect 8 or Aspect 9, wherein the termination condition includes at least one of the EGT being greater than a threshold value for a predetermined amount of time or a compressor associated with the TCCS being active for another predetermined amount of time.

[0143] Aspect 11. The method of Aspect 10, wherein the implementing of the mitigation protocol includes increasing an prime mover percent load for the diesel-fueled system to threshold values to thereby increase EGT for a predetermined amount of time.

[0144] Aspect 12. The method of Aspect 10, wherein the implementing of the mitigation protocol includes activating heating by the TCCS and cooling by a corresponding compressor simultaneously to thereby increase EGT for a predetermined amount of time.

[0145] Aspect 13. The method of any of Aspects 10-12, wherein the start condition includes the EGT being below 200° C. for a predetermined amount of time.

[0146] Aspect 14. The method of any of Aspects 10-12, wherein the termination condition includes the EGT being above 250° C. for a predetermined amount of time.

[0147] Aspect 15. A system for mitigating a buildup of particulate matter on a diesel aftertreatment system, the system comprising:

[0148] a system monitor configured to track activity for prime mover-activated components of a diesel-fueled system that includes a transport unit prime mover and a transport climate control system (TCCS);

[0149] an prime mover exhaust gas temperature (EGT) sensor configured to monitor exhaust gas temperature for the diesel-fueled system; and

[0150] a controller configured to automatically mitigate buildup of particulate matter on a diesel oxidation catalyst (DOC) based on input from at least one of the system monitor or the EGT sensor.

[0151] Aspect 16. The system of Aspect 15, wherein the controller is configured to automatically mitigate buildup of particulate matter on the DOC based on input from the system monitor that includes an absence of activity by a compressor associated with the TCCS for a predetermined amount of time.

[0152] Aspect 17. The system of Aspect 15, wherein the controller is configured to automatically mitigate buildup of particulate matter on the DOC based on input from the system monitor that includes at least one of the EGT being lower than a threshold value, an absence of activity by a compressor associated with the TCCS, a battery of the transport unit charging without any heating or cooling demand by the TCCS, heating or cooling demand by the TCCS, low compressor load, or low heat load.

[0153] Aspect 18. The system of Aspect 15, wherein the controller is configured to automatically mitigate buildup of particulate matter on the DOC based on input from the EGT sensor that includes the EGT being lower than a threshold value for a predetermined amount of time.

[0154] Aspect 19. The system of any of Aspects 15-18, wherein the controller is configured to automatically pause mitigation of the buildup of particulate matter on the DOC when the EGT is greater than a threshold value for a predetermined amount of time or a compressor associated with the TCCS is active for another predetermined amount of time.

[0155] Aspect 20. A non-volatile computer-readable medium storing executable instructions therein that, when executed, cause a controller in in a diesel-fueled system that includes a transport unit prime mover and a transport climate control system (TCCS) to perform operations that comprise:

[0156] determining an occurrence of a start condition for implementation of a mitigation protocol for dissipating a buildup of particulate matter on a diesel oxidation catalyst (DOC);

[0157] implementing a mitigation protocol that includes increasing prime mover exhaust gas temperature (EGT) to at least a threshold level;

[0158] determining an occurrence of a termination condition for the mitigation protocol; and

[0159] terminating at least one process used for the implementing of the mitigation protocol.

[0160] Aspect 21. The computer-readable medium of Aspect 20, wherein the transport unit prime mover is a generator set independent from the TCCS, wherein the generator set is configured to provide power to the TCCS.

Claims

1. A method of automatically mitigating a buildup of particulate matter on a diesel oxidation catalyst (DOC), the method comprising:determining an occurrence of a start condition for implementation of a mitigation protocol for dissipating a buildup of particulate matter in a diesel-fueled system that includes a transport unit prime mover and a transport climate control system (TCCS);implementing the mitigation protocol that includes increasing prime mover exhaust gas temperature (EGT) to at least a threshold level;determining an occurrence of a termination condition for the mitigation protocol; andterminating at least one process used for the implementing of the mitigation protocol.

2. The method of claim 1, wherein the determining of the occurrence of the start condition for the mitigation protocol is based on input from at least one of a timer or a sensor.

3. The method of claim 1, wherein the determining of the occurrence of the termination condition for the mitigation protocol is based on input from at least one of a timer or a sensor.

4. The method of claim 1, wherein the start condition includes at least one of the EGT being lower than a threshold value or an absence of activity by a compressor associated with the TCCS for a predetermined amount of time.

5. The method of claim 1, wherein the termination condition includes at least one of the EGT being greater than a threshold value for a predetermined amount of time or a compressor associated with the TCCS being active for another predetermined amount of time.

6. The method of claim 1, wherein the implementing of the mitigation protocol includes increasing a prime mover percent load for the diesel-fueled system to threshold values to thereby increase EGT for a predetermined amount of time.

7. The method of claim 1, wherein the implementing of the mitigation protocol includes activating heating by the TCCS and cooling by a corresponding compressor simultaneously to thereby increase EGT for a predetermined amount of time.

8. The method of claim 1, wherein the start condition includes the EGT being below 200° C. for a predetermined amount of time.

9. The method of claim 1, wherein the termination condition includes the EGT being above 250° C. for a predetermined amount of time.

10. A system for mitigating a buildup of particulate matter on a diesel aftertreatment system, the system comprising:a system monitor configured to track activity for prime mover-activated components of a diesel-fueled system that includes a transport unit prime mover and a transport climate control system (TCCS);a prime mover exhaust gas temperature (EGT) sensor configured to monitor exhaust gas temperature for the diesel-fueled system; anda controller configured to automatically mitigate buildup of particulate matter on a diesel oxidation catalyst (DOC) based on input from at least one of the system monitor or the EGT sensor.

11. The system of claim 10, wherein the controller is configured to automatically mitigate buildup of particulate matter on the DOC based on input from the system monitor that includes an absence of activity by a compressor associated with the TCCS for a predetermined amount of time.

12. The system of claim 10, wherein the controller is configured to automatically mitigate buildup of particulate matter on the DOC based on input from the EGT sensor that includes the EGT being lower than a threshold value for a predetermined amount of time.

13. The system of claim 10, wherein the controller is configured to automatically pause mitigation of the buildup of particulate matter on the DOC when a compressor associated with the TCCS is active for another predetermined amount of time.

14. The system of claim 10, wherein the controller is configured to automatically pause mitigation of the buildup of particulate matter on the DOC when the EGT is greater than a threshold value for a predetermined amount of time.

15. A non-volatile computer-readable medium storing executable instructions therein that, when executed, cause a controller in a diesel-fueled system that includes a transport unit prime mover and a transport climate control system (TCCS) to perform operations that comprise:determining an occurrence of a start condition for implementation of a mitigation protocol for dissipating a buildup of particulate matter on a diesel oxidation catalyst (DOC);implementing a mitigation protocol that includes increasing prime mover exhaust gas temperature (EGT) to at least a threshold level;determining an occurrence of a termination condition for the mitigation protocol; andterminating at least one process used for the implementing of the mitigation protocol.

16. The computer-readable medium of claim 15, wherein the transport unit prime mover is a generator set independent from the TCCS, wherein the generator set is configured to provide power to the TCCS.

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